Car-brake.



No. 880,476 PATENTED $31 14. 1906. .3. L. FBNSTER'MA'KER,

OAR BRAKE. APPLICATION FILED JAN. 21; 1905.

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0., WASHINGTON, D. c.

PATENTED SEPT. 4, 1906.

E. L. FENSTERMAKER.

CAR BRAKE. APPLICATION FILED JAN. 21, 1906.

2 SHEETS SHEET 2.

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IIIII mm attorney THE NORRIS PETERS cu, wnsumarou, n. c

A UNITED STATES,

PATENT oF IoE.

OF ONE-THIRD TO ABRAM H. POVVDEN, OF LANCASTER, PENNSYL- VANIA.

CAR-BRAKE.

Specification of Letters Patent.

Patented Sept. 4 1906.

I Application filed January 21, 1906. Serial No- 242.198.

1 To all whom it may concern: v Be it known that I, EMANUEL L. FENSTER- certain new and useful Improvements in Car- Brakes, of which the following is a specification.

- The object of my said invention is to-pro- -vide a track-brake for the trucks of cars, particularly street-cars, which may be operated in connection with the wheel-brake and by the same operating power and may be applied with said wheel-brake or after sald wheel-brake has been applied or may be disconnected from the operating power, thus providing a track-brake which may be used as a service-brake or as an emergency-brake, all of which will be hereinafter more fully described and claimed.

Referring to the accompanying drawings, which are made a part hereof and on which similar reference characters indicate similar parts, Figure 1 is a top or plan view of a portion of one sideof a truck fitted with my improved brake and showing the operating apparatus; Fig. 2, a side elevation thereof as seen when looking in the direction indicated by the arrows from the dotted line 2 2 in Fig. 1; Fig. 3, a view as seen when looking in the direction indicated by the arrows from the dotted line 3 3 in Fig. 1; Fig. 4, a transverse vertical section on the dotted line 4 4 in Fig. 2 Fig. 5,.a view similar to a portion of Fig. 2-, on an enlarged scale and partly in longitudinal vertical section; Fig. 6, a view looking in the direction indicated by the arrows after the dotted line 6 6 in Fig. 1; Fig. 7, a front view of the shiftinglever mounted on the dashboard of the car or in a position convenient for the operator; Fig. 8, a side elevation of the same; Fig. 9, a perspective view of the vertical casing in which the track brake slides; Fig. 10, a side elevation of one of the wheel-shoes separately, and Fig. 11 a detail sectional view as seen when looking as indicated by the arrows from the dotted line 11 11 in Fig. 5.

In said drawings the portions marked A A represent the ordinary brake-bars connecting the blocks of the opposite wheel-brakes B B, said blocks, and C the'track-brake shoe.

The wheel-brake mechanism is of a wellknown construction and arrangement and may be any inside-hung wheel-brake. 1

The blocks B B are provided with brake shoes I) I) of the articular form and arrangement most clear y shown in Fig. 10, the upper end of the shoe being somewhat thicker than at the lower end to compensate for the more rapid wear at the upper part and insure a uniform life for all its parts. Each of said shoes is secured to its respective block by an interlocking rib b on one part and a corresponding groove in the other art, each formed with tapered edges and c amped together by a transverse locking-wedge 6 A lever 1 is pivoted at 61 to the bar A, and a lever 2 is pivoted at 62 to the bar A, each of said bars being provided with a suitable casting 63 and 64, respectively, at its center for supporting the pivot-bearings. An adjustable brace comprising a central turnbuckle and end sockets 66 connects the lower ends of said levers 1 and 2, being pivoted thereto by pivots '67 and 68. The top of lever 2 is adapted to rest against the truck-frame beam 65, and the top of lever 1 is connected by rod 3 with the inner end of the floating lever 5, which is mounted on the under side of the car and is connected, by means of a link 6, with the lever 7, which is pivoted to the piston 8 of the air-cylinder 9, and also, bymeans of a link 10, with the lever 11, connected by cable 12 with hand operating power, all as will be presently more fully described. The brake-blocks B B, carrying the bars A and A, are supported, by means of hangers b from the framework of the truck, as is usual.

The track-brake shoe 0 is or may be of any suitable construction and is mounted upon the head C by means of longitudinal ribs 7", which engage with corresponding recesses in theopposite corners of the face of the plunger, and transverse ribs 1" ,with tapered edges, which engage with corresponding transverse notches in said plunger. A tapered wedge U) with a screw-threaded shank and-a nut on ribs and the side of the notch to lock the parts rigidly together. Said head C is formed with a vertical stem or plunger C having abifurcated upper end. A screwthreaded stud c is mounted in-a central perforation between the sides of the upper end of said plunger and has an internally-screwthreaded steel thimble c mounted thereon.

dened to form a suitable bearing-face for the operating cam. Channel bars C are securely bolted to each side of brake-block B its inner end is inserted between one of said The upper end of said thimble is case-har IFS IIO

and extend horizontally nearly across to the opposite brake-block B. The flanges c of said channel-bars are bent at right angles,

as shown most clearly in Fig. 4, to form a gib or pocket on the outer face of each bar. A flat bar C is securely bolted to each side of the brake-block B, and each of said bars is mounted and adapted to slidably fit in one of said pockets. A vertical boX or casing C of the form shown most clearly in Fig.9, is mounted between said channel-bars c cen trally between the wheel-brake shoes riveted or bolted rigidly to said bars. Bearings 0 are formed in each sideof said casing at its upper end, and a rock-shaft 20 is mounted in said bearings. A cam C is rigidly mounted on said rock-shaft between the sides of said casing with its cam-face adapted to op erate upon the hardened bearing-face on the top of the adjustable thimble c on the stem or plunger O of the track-brake. of the form most clearly shown is secured at one end to one side of ing C and engages at its opposite end under an ear 0 on the top of plunger C Said spring thus operates to normally hold said plunger and the track-brake carried thereby in an elevated position.

The rock-shaft is provided with a central crank-arm 21, mounted upon a squared portion thereof. Said crank-arm 21 is connected by the rod 22 with the lower end of the operating-lever 23, which is fulcrumed on a pivot-bolt 24, carried by the outer end of a bar 25, mounted at its inner end on said rock-shaft 20 by means of astrap 26, which encircles said rock-shaft and is bolted to the end of said bar by means of the bolt 27. A spring 28 is connected at one end with the lower end of crank-arm 21 and at the other end with the outer end of bar 25, as shown in Fig. 6 and normally tends to draw said crank-arm toward said point of attachment, and thus operate the cam C in the opposite direction from that in which it is operated by the application of the power. Thus when said power is released spring 28 contracts, returning said .cam and permitting spring 15 to lift said track-brake and the shoe C free from the track. The upper end of operatinglever 23 is connected, by means of rod 29, with the central portion of lever '30, which is pivoted at one end to the frame by pivot 31 and at the other end is connected by a link 32 with the floating lever 5. By means of a series of holes h the connection between I rod 29 and lever may be made at different points and the desired average or power thus secured. Said floating lever 5 is mounted in suitable brackets 33 on the under side of the car and is held from sliding out of said brack ets by means of a short vertical pin 34, inserted through its outer end, thus permitting said bar when not held by the locking device to be presently described to slide A spring. 111 Fig. 5 the cas-f bodily in a horizontal direction back and forth in said supporting brackets. The locking-lever 35 is mounted upon a pivot 36 in the bracket 37 on the under side of bracket 33. The upper end of said lever extends through a slot in said bracket 33 and is adapted to project across the path'of the end of floating lever 5. The lower end of said. lever 35 is connected, by means of a rod or cable 38, with the end of a vibrating bar 39, which is pivoted in a bracket 40 on the under side of the car. A cable runs from the same end of said vibrating bar over a sheave 42 and is connected to a lever 43, mounted upon a pivot-bolt 44 in a bracket 45, located, preferably, upon the dashboard in front of the motorman. Said cable 4]. is connected to a transverse pin 46, carried by said lever 43 in a position which when said lever is thrown upward in the position shown in Fig. 8 will bring said pin beyond the center of the pivot on which said lever is mounted, and thus hold said lever in this position. A trip-lever 47 is mounted upon the same pivot 44 and has an extending end 48 adapted to engage behind the pin 46. Its lower end 49 is formed as a foot-lever for the motorman. When it is desired to operate the lever 43 from the position shown by whole lines in Fig. 8 to the position shown by dotted lines, it can be readily done by the operator placing his foot on treadle 49 of said lever 47 and pushing it forward to the position indicated by dotted lines.

brake mechanism described is arranged on both sides of the truck, as shown and described for the one side, and also that when the car is provided with two trucks each truck may be similarly equipped. Also that each rock-shaft 20 will have two cams C one at each end to operate the track-brake on each side of the truck. A connection 50 with the opposite end of a lever 39 will connect with the locking-lever of the other truck, and thus insure that both brake mechanisms, when there are two trucks, will be operated simultaneously.

The operation of the apparatus is as follows: When it is desired to use the trackbrake simultaneously with the wheel-brake, the motorman throws lever 43 down, as indicated by dotted lines in Fig. 8, when the spring 51 will draw the connections rearward and throw the lever 35 to the position shown by whole lines in Fig. 3, permitting floating lever 5 to slide freely at both ends. The power being applied either by the hand operating mechanism or the air-cylinder, said lever 5 is drawn toward the front of the car, 1' as indicated by the arrow in Fig. 1, which operates to throw the wheel-brakes against the wheels, and lever 23 operates to turn shaft I 20 and throw cam C against the bearingface 0 of the plunger 0 and force the track- It will be understood, of course, that the IIO rectly against the wheel-brakes, which are connectedtherewith through the bars C and C and forces them "upwardly against the wheels, and thusall of the force exerted is applied to the rails with a lifting power against the wheels assisting in the stopping of thecar instead. of reacting against the truck-frame,

as is usual in track-brakes. I When it is desired that the track-brakes shall remain idle, lever 43 is elevated, as shown by whole lines in Fig. 8, which throws lever into the vertical position, (indicated by dotted lines in Fig. 3,) and thus locks the end of lever 5'behind the upper end of said lever 35, and preventsthe movement of'said end of said lever when the power is applied, thus operating the opl a track-shoe mounted upon a verticallyslid-' posite end of said lever 5 and the wheel-brake only. When the power is released, lever 5 will be drawn to the rear end of the supporting-strap of bracket 33, passing beyond the end of lever 35, even though it should happen to be in a vertical position, in which case the force of said lever will throw lever 35 to an inclined position (indicated by dotted lines in Fig. 3) and permit the ends of floating lever 5 to pass over it. By this arrangement trackbrakes are provided that are rigidly supported in connection with the wheel-brakes, and which when applied react against said wheelbrakes and throw them with great lifting force against the wheels, thus serving to decrease the weight supported by said wheels on the rails, so that should the wheels become locked they will not wear and flatten so rapidly by sliding on the rails, part of the weight of the car being thrown upon the track-shoes. Great efficiency in the operation of the brake is thus secured and the life of the wheels, the wheel-shoes, and the whole apparatus prolonged. When the track-brake is not needed,

'it may be thrown out of operation very quickly and easily, as above described.

By the particular arrangement for securing the track-shoes to the plungers and the wheelshoes to the blocks great rigidity is secured between the parts, and by the particular form of wheel-shoe with a thickened upper end a shoe is provided that will wear to an even thickness throughout its length and its life be thus prolonged.

Having thus fully described my said invention, what I claim as new, and desire to secure by Letters Patent, is

1. A track-brake for car-trucks comprising ing part, which part is mounted in a frame supported by the wheel-brakes, operating mechanism. for said track-brake, operating mechanism for said wheel-brakes, power-applying means connected with both sets of operatin mechanism, the connection with the trackrake being arranged to be made operative or inoperative'atwill, substantially as described andfor the purposes set forth.

2. A track-brake for car-trucks mounted in a support carried upon a frame secured to the shoes of the wheel-brake, a single brakeapplying lever, and devices for operating said track brake and wheel brakes connected with said lever, said devices being arranged to operate said wheel-brake independently of or simultaneously with said track-brake, substantially as set forth.

3. The combination, of the wheel-brakes of the car-truck supported adjacent to the under side of the wheels, ahorizontally-extensible frame carried by said wheel-brakes, a vertical casing carried by said frame, a trackbrake the stem or plunger whereof is mounted to slide in said casing, and means for operating said stem or plunger vertically in said casing, said means being connected with the wheel-brake-operating mechanism, whereby said brakes may be operated simultaneously and the application of said track-brakes will also force said wheel-brakes upwardly against the under side of the wheels with greater power, substantially as set forth.

4, The combination of the wheel-brakes of the car-truck mounted between the adjacent sides of the wheels and supported to move toward and from said wheels, a horizontal frame composed of bars secured to the blocks of said Wheel-brakes and engaged with each other to slide and form an extensible frame, a vertical casing mounted between said bars, a track-brake formed with a suitable stem or plunger mounted to slide in said casing, means for normally holding said track-brake in an elevated position, a cam mounted upon a rock-shaft engaging with said plunger for forcing the said track-brake downward, and

means for operating said rock-shaft, substantially as set forth.

5. The combination of the Wheel-brake,

for locking the end of said lever connected with the track-brake-operating mechanism in a fixed position and releasing it when desired, substantially as set forth.

6. The combination of a wheel-brake, the operating mechanism for said wheel-brake, a track-brake, the operating mechanism for said track-brake, a floating lever connected at one end with the actuating-lever of the wheel-brake-operating mechanism, and near the other end with the actuating-lever of the track-brake-operating mechanism and connected at an intermediate point with the power, a locking-lever adapted to engage the end of thefloating lever with which the track;

for car-trucks, of the wheel-brakes hung between the wheels of the truck upon suitable supports, an extensible frame connecting the blocks of said wheel-brakes, a vertical casing carried by said frame, a trackbrake the plunger whereof is mounted in said casing, a rockshaft journaled in bearin s in the upper end of said casing, a cam rigi ly mounted on saidrock-shaft betweenthe sides of said casing and adapted to engage with the bearing-face of said plunger, means for normally holding said track-brake elevated, and means con-' nected with suitable power foroperating said rock-shaft to depress said track-brake when desired, substantially as set forth.

8. In a brake mechanism for car-trucks, the combination of the wheel-brakes, means for operating said Wheel-brakes, the trackbrake, means for operating said track-brake, a floating lever connected with the means for operating both of said brakes and with the operating power, and means for rendering the end of said lever connected with the trackbrake mechanism active or inactive, as desired, substantially as set forth.

In witness whereof I have hereunto set my hand and seal, at Lancaster, Pennsylvania, this 24th day of December, A. D. 1904.

EMANUEL L. FENSTIflRMAKER. [L. s] 

